RU2612050C1 - Construction method of cable-stayed bridge above sea navigable strait - Google Patents

Abstract

FIELD: construction.

SUBSTANCE: when testing in construction of span bridge almost complete safety of each full cycle of supply of beams for mounting is provided, as well as safety of personnel occupied in these operations. Essence: special method of towing of floating system (3) and applied equipment is used – tow type (5, 6), length of towing ropes (7, 8), special cleats (9, 10), floating ice mooring buoys (16), saith-hook (27), leading units (49). Casement signs (43, 44),made for specific operations. Maneuvering in operating zone of mounting and positioning for mounting lifting unit (37) are secured using instead of GPS, casement marks, installed in operating zone of bridge construction on both sides. Invention can be used for transportation of metal stiffening girders of bridge flight using floating system (3), its attachment by dead anchors (12) with help of floating ice mooring buoys (16) and saith-release gear (27) and subsequent positioning in operating zone of construction under mounting lifting unit, mounted on end of bridge cantilever at height of 70 m to lift beams at elongation of bridge cantilevers at both sides of spillage to their coupling. Time for one cycle of beam removing is decreased from 5–6 hours to two hours, which promotes clear and smooth running of bridge construction schedule and significant saving of funds.

EFFECT: technical result is reliable and safe all operations in process of implementation associated with loading of metal beams of bridge flight, such as transportation of floating system, its fixation on dead anchors with further positioning of floating system for mounting lifting unit in difficult weather conditions, including wind, storm excitement, change of currents with semidiurnal nature and operating under significant angle to axis of bridge, as well as impact of ice, broken by passing vessels and brought out by current.

11 cl, 14 dwg

Description

The invention relates to the field of maritime operations in the construction of hydraulic structures and can be used in the construction of bridge crossings in sea and river conditions, in particular as part of the marine component of the project.

Widely known are the methods for setting floating systems or pontoons onto their own anchors using windlass type winches or feeding their mooring ropes for securing them to mooring barrels connected to dead suction anchors using steel ropes or chains (buoyers) during the construction of any permanent or temporary hydraulic structures, including and bridge crossings. At the same time, in the sea and river conditions, they perform both installation and repair work, for the implementation of which watercraft are used that are installed on dead anchors and floating cranes.

The disadvantage of these known methods is the impossibility of solving the general technical problem of the entire production process of the marine component of the project, including organization elements, methods for regulating, transporting, securing the formed floating system and positioning it for installation of the stiffness beam transported by it during the construction of hydraulic structures, bridge crossing.

Closest to the claimed invention is adopted for the prototype "Method of construction of the span of the cable-stayed bridge crossing the navigable navigable strait of the Bosphorus East, implemented in the project" Bridge to the Russian island ", developed by the Institute Giprostroymost" (publ. - "Annual Information and Technical Journal" Appendix to Magazine No. 6 - “The Bridge to the Russian Island,” see p. 111-1115). According to the design documentation (the length of the bridge is 1872 m, the length of the central channel span is 1104 m, the width of the bridge is 25.9 m).

The known method involves the following operations.

A 100-ton Chernomorets-34 floating crane is staged with 8 dead suction cup anchors weighing 30 tons in the operating area for mounting the bridge span at the design staging points. Each given anchor is fixed on the surface by a floating eye (hereinafter referred to as the raft) with a number of 8 on the sling ropes (hereinafter 2 rope buoyers on each dead anchor) with a number of 16, 45 m long with a channel depth of 41 m, cable diameter 36 mm each. Each raft is made of 2 deaf metal cylindrical pipes with a length of 3.5 m and a diameter of 1.2 m connected by 2 I-beams and also with the presence of a vertical pipe of rectangular cross-section between them for passing this double buoyer, and perimeter railing for the safety of work.

Each given anchor, by means of a leash (cable buoyrp) 60 m long and 27 mm in diameter with a light in the upper part, is fastened with a floating float (hereinafter a floating mooring buoy) of 8, passing through its entire cavity over its entire height (power connection fire with an anchor). At the same time, each floating mooring buoy is made with a diameter of 1 m and a height of 1.1 m and is fixed to the raft with a short steel sling of 8 in number, 16 mm in diameter and a lifting bracket - inoperative position.

Towing the operating area for the installation of the span of the bridge of the Gregory transport dashboard equipped with the arrangement of its deck and its reinforcement to ensure loading on it and subsequent transportation for installation of a massive metal stiffness of the cable-stayed bridge span, towing it with this beam immersed on it. At the same time, the towing of this floating system, which has increased mass and sailing, is towed with a lag (tugboats on the sides of the floating system), or 2 powerful identical tugboats, when one of them takes it on a mustache in a long tug, and the second becomes in the stern with any side. Moreover, the bollards for attaching 2 towing ends and bale laths are located on the side of the die plate from its end ends (which is dangerous for personnel nearby) when servicing mooring winches).

They fix this floating system for installation by setting it on the dead suction armature. At the same time, when towing, the floating system is brought to each raft, when approaching the first of which, the auxiliary (third) tugboat takes on board part of its crew, who collect the slack of its mooring cable from the traction mooring winch of the floating system and board it with a stopper on board, in 20 meters from the end, so that there is a slack for work when fixing.

Then, this auxiliary (third) tugboat approaches this raft, lays 3 people on it, who are secured with safety belts to its rails, connect the thimble of the mooring cable of the traction mooring winch of the floating system with the rigging bracket for the fire (loop at the end of the cable) of the mooring buoy and disconnect it from the raft (working position). According to the signal from the raft in tow, the stopper detaching the mooring cable in tow is disengaged, dropped into the water and a signal is sent to the floating system, by which the tugs begin to propel it forward, repeating this operation with approaching each raft and landing people totaling 8 times for it one beam removal (including removal of the floating system from the dead anchors), when securing it to all floating mooring buoys of the dead anchors.

The floating system is positioned by means of auxiliary tugs and mooring cables of its traction mooring winches, powered by a powerful diesel generator of the floating system, which is necessary for the exact coincidence of its position under the lifting unit. Adjustment is made if necessary. The earrings of the traverse of the lifting unit are combined when they are lowered with the eyes attached to the metal beam, for their articulation by massive metal fingers, and the floating system is currently held in this position by means of its traction mooring winches. At the same time, with the beginning of the slow lifting of the metal beam, the tension of their mooring cables is also regulated. With a uniform detachment of the metal beam from the four support points and its lifting by 1 meter, the floating system is shifted by means of its traction mooring winches from under the beam and begin to shoot it from the dead suction armature and then transported to the base.

The positioning of the floating system is carried out at points whose coordinates are obtained by using the GPS system determined by surveyors, which is necessary to match its position under the lifting unit. They carry out the operation of shooting it from the dead anchors by disconnecting from the floating mooring buoys, towing and supplying the floating system with two small tugboats to each raft, taking into account the effects of the current, excitement, and the effect of the ice carried out by the ships hacked by the vessels in the strait. Staff are planted on a raft (3 people). The mooring buoy of the mooring buoy is gradually selected by the traction winch of the floating system until the ogon of this mooring buoy enters through the bale of the floating system on its deck, where the stopper is placed on it. Then the connecting rigging bracket and stopper are disconnected, and the floating mooring buoy is lowered into the water for towing by an auxiliary tug and securing it (in the inoperative position) to the raft. The operation of disconnecting the mooring cables with the remaining floating mooring buoys is repeated similarly when approaching each raft and landing people on it for a total of 8 times in one operation to remove the beam for installation.

Rearrange the dead suction armature to new points as the consoles lengthen the metal beam of the bridge span. At the same time, rearrangement is carried out with a 100 ton Chernomorets-34 floating crane without giving them their anchors, only using their movers. The accuracy of the installation under these conditions is ensured within 10-15 m from the points plotted on the map. Considering that the fairway depth reached 41 m, this operation is carried out with this floating crane in 2 stages, using at the same time 2 cargo hooks of its floating crane with a lifting capacity of 100 tons and 30 tons. the boom lifting height of the floating crane above the water level is 29 m, then the dead anchor weighing 30 tons was suspended on 2 slings of 23 m on a small hook of the crane and lowered overboard to the length of the slings until the load was transferred to a large hook

Navigation in the Strait (Bosphorus East International Port of Vladivostok) during the construction of the span structure of the cable-stayed bridge crossing over this navigable strait was carried out in cooperation with the contractor USK MOST and the relevant related organizations of the seaport of Vladivostok (headquarters of the Pacific Fleet). This was carried out including and after each rearrangement of dead anchors with the help of the REGULATIONS developed by the relevant parties under the guidance of the Marine Safety Advisor of USK MOST OJSC, drawn up taking into account the requirements of the regulatory documents of an international and national character, including binding regulations on the port of Vladivostok and the points assigned to it, and also the rules, orders and recommendations of the Pacific Fleet Headquarters, and under the guidance of the Port Vessel Traffic Control Center (DACS), which exercises control and operational control Lenie movement of all incoming and outgoing vessels at this tense maritime fairway, especially in fog and narrowing the fairway in the winter because of the fast ice. At the same time, the practical management of the process and all operations, especially towing a large and high-sailing floating system in difficult weather conditions at different periods of the year, was performed by the Head of all marine operations (he is also an executor) from the control panel. The place of his position in the rules of the work on the project during the transportation of beams is not specified. The disadvantages of the known prototype method are:

A) High cost in the manufacture of floating eyebells (rafts) and mooring buoys (floats), maintenance, repair and operation due to non-compliance of the project with the hydrometeorological conditions of the bridge construction site.

B) The limitations of its use in difficult weather conditions, when the wind and waves are sharply amplified, and practical unsuitability in winter conditions due to icing and overturning of floating rafts during movements and removal of ice.

B) There is a high level of danger for personnel when working on rafts to fasten and disconnect a floating system with dead anchors, especially in the dark.

D) A large number of operations requiring their mandatory performance.

D) Requires increased time and human resource in operation, especially when transferring dead anchors to new positions.

E) Significant financial costs arising from the use of tugboats in the winter for daily fragmentation of ice from rafts and turning them into working position.

H) Increased danger to navigation, which is caused by damage to the hull of going vessels in a collision with floating rods (rafts) when they are under the ice, especially at night.

I) It creates problems for the Center for the management of vessel traffic (VACS) due to the long employment of the shipping channel, which complicates the organization of traffic and leads to delays in vessels.

K) Insufficient reliability of floating rods (rafts), for the repair and replacement of which a floating crane is required (daily cost - 400 thousand rubles)

The technical problem to be solved by the claimed invention is directed is to eliminate the disadvantages of the prototype, such as:

- High cost in the manufacture of floating eyebrows (rafts) and floating mooring buoys (floats), maintenance, operation and repair.

- The limitations of its use in difficult weather conditions, when wind and waves are sharply amplified.

- A high level of danger for personnel when working on rafts to fix and disconnect a floating system with dead anchors, especially in the dark.

- A large number of operations requiring their mandatory execution.

- Increased time and human resources in operation, especially when shifting dead anchors and positioning a floating system with a beam for installation at night.

- Significant financial costs.

- Increased danger to navigation.

- Problems for the Ship Traffic Control Center (DACS).

- Lack of reliability of floating rods (rafts).

The stated technical problem is achieved by the fact that in the known method of constructing the span of the cable-stayed bridge crossing over the navigable strait, which includes operations by setting a dead crane suction anchors in the operating area of the installation of the bridge span at the design points of setting.

Towing to this operational installation area the bridge span of a transport deck equipped with traction mooring winches and devices on its deck and hold designed for loading and subsequent transportation for installation of a metal stiffness beam of the bridge span, which has significant weight, towing this ram with a submerged onto it the specified beam, and the tow formed by this floating massive system, with significant windage, produce two tugs.

Fixing the indicated floating system in the mounting operating zone by placing it on the installed dead suction armature, in which this floating system is promoted and positioned in the mounting operating zone from floating mooring buoys, each attached to this dead suction armature, and each equipped with a power internal connection, and they also perform positioning and securing, using an auxiliary tug, the thimble of the mooring cable of each traction mooring winch of the floating system for the upper part of the said internal power ides of each floating mooring buoy. And then the floating system is also positioned by means of auxiliary tugs and mooring cables of its traction mooring winches, powered by a powerful diesel generator of the floating system, while the longitudinal axis of the metal beam is combined with the axis of the bridge, this position is adjusted if necessary. The combination at this positioning of the lifting unit traverse earrings when lowering them with the eyes attached to the metal beam, for their articulation with massive metal fingers, is necessary for the exact location of the beam immersed on the floating system under the lifting unit installed on the bridge span console, in which the earrings are lowered the traverse of the lifting unit are located exactly above these beam butts to articulate the earrings with them by means of the aforementioned massive metal fingers. Moreover, the floating system is held in this position by means of its traction mooring winches, and with the beginning of the slow lifting of the metal beam, the tension of their mooring cables is regulated so that the floating system with the submerged beam is precisely held along the axis of the bridge.

With a uniform detachment of the metal beam from the four support points and its raised floating system, it is shifted by means of its traction mooring winches from under the beam and begin to shoot it from the dead sucker-anchors and then transported to the base.

At the same time, the operations manager transmits information on all actions, results and forthcoming priority to the Ship Traffic Control Center in the port water area and to all interested port services through radio communications, and the safety system of the floating system is provided by the Ministry of Emergency Situations monitoring and surveillance boats.

The operation of shooting the floating system from the dead sucker anchors is performed by alternately disconnecting the mooring cables of its traction mooring winches with floating mooring buoys, and the priority of the delivery of the mooring cables themselves is established taking into account the current direction.

Moreover, as the metal span of the bridge lengthens during the construction of the consoles, the dead anchor-suction cups are rearranged to new points, at which the floating crane is brought close to the raised dead suction armature, hold its position without recoil of the floating crane anchors, using its propulsors, then with the help of a pod, they hang it on a large cargo hook of a floating crane and begin to tear off the dead suction armature from the ground by a step-by-step method, then move and install the floating crane with the dead anchor suspended dissolved dead anchor suction cup to the new point. In contrast, in the inventive method, an operation is additionally performed for repairing a damaged mooring buoy damaged by using a floating mooring buoy, each of which is used as an ice class floating mooring buoy, the state of each of which is monitored daily, and when a floating ice mooring buoy is detected that begins to sink from - due to the emergency entry of water inside, a durable synthetic cable is tied to it using an auxiliary tug, which exceeds the fairway depth in length. A plastic buoy is tied to the cable to indicate the location of the damaged floating ice mooring buoy, and when they begin to repair this mooring buoy, the floating system is towed by an auxiliary tug to one, namely the one closest to the damaged, floating ice mooring buoy and secured to its upper reinforced butt, by quick disconnect device, thimble of a mooring cable of one of its traction mooring winches. Then, passing the technological cable-conductor through the rosin block, which is suspended on the transverse beam of the floating system, connect it with the same synthetic tug to this synthetic cable of the damaged floating ice mooring buoy, then they begin to select this technological cable-conductor together with the synthetic cable until it approaches the board located in the water of a damaged floating ice mooring buoy. Then the auxiliary tugboat takes aboard the mooring line slack of the traction mooring winch of the floating system and secures its thruster to the upper reinforced butt of this damaged mooring buoy by means of the rigging bracket. This mooring cable of the mooring winch itself is led onto two reinforced rosin blocks suspended on the transverse beam of the floating system, and they begin to lift the damaged ice mooring buoy by the mooring winch until the lower butt from the water is made reinforced and disconnecting the synthetic cable and technological conductor, then proceed to repair its damaged hull from the side of the auxiliary tug. At the same time, each of the installed dead sucker anchors is used fastened by means of a reinforced cable buoyer using a cargo bracket with a lower reinforced butt of each floating ice mooring buoy. Moreover, the reinforced cable buoyer of a dead suction armature is carried out with a gujon in its middle part, which is used at shallow depths of the fairway when rearranging dead suction armature or when lifting them onto a slipway deck of a floating crane during harvesting and transportation.

Towing the floating system in this operating area of installation is carried out by two tugs in such a way that one of them is used as a powerful one, which tows it by the front end, being the head, and the other, being aft, acts as a thruster when maneuvering, for which, on the floating system along its ends bollards are installed in diameter, on which towing cables are fed and attached by towboats themselves, made in the form of a long synthetic cable for the head tug mounted on a two-pillar bollard in the bow of the boat stems, and short steel on a single bollard in its aft part, which are installed along the diameter of the floating system. At the same time, tugboats operate only in the forward direction, but each in the opposite direction and at a different speed, when, turning against the current, they tow the floating system at low speed in the center of the operating area.

The operation of securing the floating system in the operating area of the installation is performed by connecting the thimble of each mooring cable of its traction mooring winch with the upper reinforced butt of each floating ice mooring buoy by means of the mentioned quick-disconnect device between them.

And as a mooring buoy, a floating mooring buoy of such an ice class is used, the hull of which is durable and waterproof, elongated, the side surface of which has the form of a mating cylinder and a truncated cone. It itself is divided by a transverse waterproof partition into two compartments, and through the entire body through its entire height, a power rod with reinforced butts at its ends respectively is extended as a power internal connection, while a plumb line is hung on a short chain for the lower reinforced butt.

Moreover, this quick-disconnect device is suspended in advance on each floating ice mooring buoy using rigging brackets to accelerate the fastening and disconnecting operation itself.

Towing and securing the floating system to the dead suction-armature-suckers and when positioning it is carried out using two reference signs mounted along the axis of the bridge, the front of which is installed in front of the pylon at the water edge, and the second sign behind the pylon at a distance of at least 50 m on the temporary metal support of the bridge along its central part at a height of not less than 5 m from the ground, and at night, red lights are turned on at the turn signs. The monitoring of the positioning of the floating system in the operating area of the installation is also carried out using the target signs and red lights, which are installed on the top of the target signs, and they are used for positioning at night if necessary, while the vertical structures of the most temporary metal support are also used as these landmarks the bridge. At the same time, this control and regulation of the position of the floating system relative to the reference signs and landmarks is carried out in the period from the beginning of positioning and until the metal beam is torn off from the arrangement of the floating system. Moreover, when the load is partially removed from the floating system by the beam lifting method, the position of the floating system is additionally carried out by visual method and the exact parallel alignment of the sides of the lowered traverses of the lifting unit and the sides of the bridge span consoles is made.

The operation of surveying the floating system from each of the dead sucker anchors is carried out by circumventing each of their floating ice mooring buoys with an auxiliary tug, starting to bypass them the first floating ice mooring buoys, which are located downstream, while opening quick-disconnect devices installed on their upper reinforced butts.

The operation of rearranging dead sucker-anchors is carried out in such a way that, using a technological sub-railing, they are connected to the upper reinforced butt of a floating ice mooring buoy with a cargo bracket, they are taken to a large cargo hook of a floating crane and they begin to tear off from the ground with a step-by-step method and lift this floating ice mooring buoy together with a plumb bob attached to its lower reinforced butt and a dead suction armature on a reinforced cable buirp. Moreover, when transferring dead sucker anchors installed at shallower depths, and when cleaning them from the fairway, the relocation is performed using two hooks of the floating crane and the said guzhon inserted in the middle of the reinforced cable buoyr, to be able to intercept the load on the small hook of the floating crane.

Marine operations are controlled from a control panel located on the surface of a beam immersed in the floating system, equipped with radio communications and surveillance, using radio communications data from the Vessel Traffic Control Center and data from tugboats involved in the operation taken from their electronic navigation devices, which The operation manager uses for analysis and decision making.

In ice conditions - a special case - ice-class tugs equipped with propellers in nozzles are used, by means of which ice is broken around floating ice mooring buoys and floating systems, their vertical position on the water surface is controlled, and the fairway is pierced.

Dead sucker anchors - a special case of use - it is technically justified to use a mass of 20 tons, each of which is fastened with such a reinforced cable buoyr, the diameter of which is also advisable to have 36 mm, with a length of 45 m with a fairway depth of 41 m, and with a depth of this fairway to 17 m using gujon in the middle part of this cable buyer.

The floating crane is used with a lifting capacity, in particular 100 tons of large hook and 30 tons of small hook. The metal stiffness beam of the cable-stayed bridge span is made in the form of a welded structure with dimensions in particular 12 × 26 × 3 m for a single beam and 24 × 26 × 3 m for a double beam, whose weight is 180 and 360 tons, respectively. Operationally justified when towing is carried out by tugs, the head of which is 1,500 hp, and the stern is 300 hp, while the tow rope of the head tug is synthetic - 35 m long, and of the stern steel cable 18 mm in diameter - 15 m long.

Each floating ice mooring buoy is used with a diameter, in particular 1.11 m, a height of 4.2 m and a thickness of up to 10 mm, and a plumb weight weighing up to 750-900 kg is suspended from its lower reinforced butt.

A quick-release device is used, in particular, in the form of a verb hook made for a specific operation with a locking pin.

The lifting unit used to lift the metal beams contains, in particular, two 26-ton traverses with 8 earrings weighing up to 700 kg each, which are combined with 8 eyes attached to the beam to be lifted when articulated by massive 20-kilogram metal fingers with a millimeter gap when they are articulated.

It is technologically justified that the repair of a damaged ice mooring buoy is carried out with a used attached synthetic cable made 10 meters longer than the fairway depth, while the total weight of the most damaged floating ice mooring buoy with water penetrating into it is up to 4.5 tons, empty - about 2 tons

As a means of radio communication using two portable radios.

The restrictive and distinctive features of the claimed invention ensure the achievement of the technical task. Sufficient reliability and safety of performing all the declared operations is ensured, material and financial costs are reduced, the number of operations and the time for their execution are reduced associated with the supply of metal beams of the bridge span for installation. Conducting all operations is simplified and the management of the entire process of supplying beams for installation is optimized, problems associated with climatic conditions are also eliminated. The quality of control over the rapidly changing situation on the shipping channel (monitoring), as well as interaction, information exchange and communication, through the use of technical means, with all maritime services responsible for the safety of navigation in the port of Vladivostok are improving.

So, in the prototype, the towing and maneuvering method in the operational area of the installation of the metal beam of the bridge span did not allow tugboats to quickly maneuver when the current changed and acted towards the current wind (steep wave). Unlike him, in the inventive method, which showed an experimental test, both tugboats operate in opposite directions at different speeds.

To do this, bollards were installed on the floating system, from its ends along the diameter, including a double-pillar for the head tug - it was more powerful. Tugboats themselves feed and fasten their tow cables to the floating system. A synthetic tug was used at the head tug - 35 m, which ensures reliability during strong jerks, and for the stern tug - steel 15 m in length, which he fastened to the one-leg bollard of the floating system, and attached to his towing hook and worked in the opposite direction than the head tug. At the same time, both tugboats operate in forward gear, but at different speeds.

Thus, the speed of operations, the controllability of the floating system on the move, and maneuverability sharply increased, and the stalling of tugboats from the action of the current, wind, and ice carried by the flow was excluded. The stern tug made it possible to quickly perform a turn of the floating system, preventing the demolition of the head tug and made it possible to control the inertia of the floating system while drastically slowing its speed of advance and prevented it from falling onto the head tug or stalling it when the engine is running at low speed with the probability of winding the mooring cable onto the screw.

In the prototype, when fixing the floating system for mooring buoys and shooting from them, it was necessary to bring the floating system 8 times to four floating rods (rafts), each time landing 3 people on them, which was dangerous for life during rough seas and especially in winter and at night, when they were covered with a layer of ice and had a roll from a displaced center of gravity (design feature).

In the claimed method, this problem is eliminated, since its floating eyebrows (rafts) and mooring buoys (floats) are replaced with the proposed floating ice mooring buoys of a special design, which ensures the safety of the mooring team. Thanks to this, the possibility of continuous, without stopping, navigation in the sea shipping channel is achieved. If a sailing vessel hits a floating ice mooring buoy, it will not sink, it will subsequently be economically repaired, almost in place. And ice is not a hindrance to him, they do not need to be punctured. Ensures the safety of personnel in operations and financial savings. Connection and disconnection with floating ice mooring buoys of mooring cables of the floating system is carried out quickly from the auxiliary tug using the proposed quick-detachable device in the form of a verb - hook made for a specific operation. This, in turn, increased, as the pilot test showed, the speed of these operations by 15-20 times.

In the prototype, the floating system is positioned for mounting the beam using GPS (global positioning sistem), but this system does not provide stable accuracy of 0.35 meters due to the dispersion of points and does not allow the Marine Operations Manager to clearly monitor the position of the floating system itself, the environment and the action 3 tugs engaged in the positioning operation, as well as control the tension of the mooring cables and the actions of 2 winches while controlling the name of the four winches. Also, it does not allow constant and effective control of the environment, especially at night, in order to make the right decision.

In contrast to the prototype in the present method, during the pilot test, a method of positioning according to gate signs installed along the axis of the bridge is used. They have red lights installed, which allows the removal of beams for installation at night, that is, reduce the time spent on the cycle (the prototype does not provide for the removal of beams at night).

According to the project of the prototype, the scheme for setting the floating system on dead anchors and positioning includes:

1. Reinforced concrete dead anchor-suction cup  8 (12 sets in the project) 2. Lanyard (cable buoyer)  16 3. A floating eye (raft) with a railing  8 4. A floating mooring buoy for fastening mooring cables to them from the traction winches of the floating system  8 5. Leads for floats (buoyreps for mooring buoys), attached to the same dead sucker anchors  8 6. Lanyards (necessary due to the great depth of the strait) for lowering the dead suction armature on the small hook of the floating crane until it is intercepted on the large hook  16 7. Cable ends to secure mooring buoys in the raft inoperative  8 8. Cargo and lifting brackets  72 9. Cable clamps  72

In the claimed invention use only four sets, which was confirmed by experimental tests.

1. Dead suction armature  four 2. Floating ice mooring buoy (ice class)  four 3. Reinforced cable buoyer for fastening a floating ice mooring buoy to a dead suction armature (diameter 36 mm)  four 4. Cargo bracket  12 5. Verb - quick-release hook  four 6. Removable plumb of a floating ice mooring buoy  four 7. Chain for hanging plumb bob  four

The prototype used 4 floating eyebrows (raft) and 4 floating mooring buoys on each side of the strait. To do this, it is necessary to bring the floating system 4 close to each floating eye (raft) 4 times to connect with the floating mooring buoy and land the mooring command on the raft and repeat this operation 4 times when shooting from dead suction armature, which took 2.5-3.0 hours, depending from weather conditions (excitement, fog, precipitation) and ice conditions. In these cases, there is always a danger of floating the system on the raft under the influence of wind, waves and currents. The situation is aggravated by the flooding of floating eyebrows (rafts) by a wave with their subsequent icing.

In the inventive method, replacing them with the proposed floating ice mooring buoys (ice class) of a special design and eliminating the known floating mooring buoys of the prototype reduced several times, as shown by the pilot test, the number of unnecessary operations, as well as reduced time and financial costs, completely eliminated the possibility industrial accidents and the factor of the influence of weather conditions during the performance of many procedures, excluded the necessary daily shrapnel of these floating eyes (rafts) after they ice throwing.

Now, according to the claimed method, the floating system is taken for towing and, at the time stipulated and coordinated with the central control center, they begin to tow it with a stable and reduced speed to the operational area of the installation of the metal beam of the bridge span with floating ice mooring buoys on it on dead sucker-anchors. At the same time, during the pilot test, information was given to all port services for monitoring and arranging their actions in accordance with the developed Regulation on the interaction of maritime services and departments responsible for the safety of navigation in the Bosphorus Strait, East Port of Vladivostok.

The entire caravan - tugboats with a floating system - when approaching the operating zone is built up against the current current current, slowly moving along the central part of the operating zone, and begin alternately (depending on the tide or low tide), using the auxiliary tug, feed and secure the mooring cables from traction winches for floating ice mooring buoys using quick-disconnect devices (verb - hooks). Now, the connection itself, as the experimental test showed, took 2-2.5 minutes. And the floating system continues to move forward to the connection with the last 4 m buoy. After that, the head tug is freed for other work or lays in the drift and ensures the safe performance of positioning operations and in case of weather conditions worsening. Then they begin a more expeditious, albeit difficult, positioning with the use of target signs and landmarks and small and auxiliary tugs and mooring winches of the floating system, powered by a powerful diesel generator, which ends when the beam starts to rise.

The proposed towing method, as well as the placement on dead sucker anchors and positioning, thanks to a combination of new elements (guidance signs, landmarks, floating ice mooring buoys, verb - hooks), allowed to reduce, as the pilot test showed, the time for fastening to these mooring buoys and disconnecting from them, including maneuvering, from 3 hours to 50 minutes. Now the positioning operation was as follows:

the floating system, already mounted on the dead sucker anchors, with the help of traction winches, small and auxiliary tugs, is shifted under the lifting (mounting) unit, using directional signs and landmarks (construction of the metal temporary bridge support) while monitoring the position, strictly adhering to the axis of the bridge. Moreover, even when the floating system is on the alignments (when the lower and upper signs are aligned, that is, exactly in the alignment), it is still necessary to bring, as they did, the longitudinal axis of the 24-meter beam also into the target with the axis of the bridge (the floating system could be slightly deployed around its vertical axis), combining both end points of the longitudinal axis of the beam with the alignments (know-how) that is, so that the beam is strictly perpendicular to the axis of the bridge. Next, they also perform the traditional operation of combining 8 earrings, two 26-ton traverses of the lifting unit with 8 eyes attached to the beam for joining with 20-pound fingers with millimeter clearances in the joint when the floating system sways on a wave. After that, the engagement of the 700 kg earrings traverse the lifting unit. The exact hold of the floating system in the set position when the load is partially removed from it is carried out using traction winches with the beginning of a short rise (produced only for the gradual removal of the load from the floating system during its final alignment). Also, at this moment, the position of the lowered traverses of the lifting unit under load relative to the lateral sides of the bridge span consoles is visually monitored, that is, the target of their parallelism. After positioning is completed, the technical personnel for preparing the beam for lifting descends from the surface of the beam to equip the floating system, and the Head of the marine operation gives a signal to proceed with raising the beam and also descends to equip the floating system under the beam.

Further, control of the behavior of the floating system relative to the target signs and regulation after the start of lifting the beam (there is no separation from the floating system yet), the Head of the operation performs the arrangement of the floating system in cooperation with the manager responsible for the process of lifting the beam, until the beam is separated from the arrangement of the floating system. After a smooth and uniform separation of the beam from four support points and lifting by 1 meter, the floating system is shifted from under the beam and proceed to the removal from the dead suction armature (disconnection from the floating ice mooring buoys), and towing to the base. Throughout the process, the head of the entire marine operation, from the control panel located on the surface of the beam immersed in the floating system, transmits information about all the actions and the sequence of operations and the results of their actions to all interested services, primarily to the central control center for a clear and controlled process safe shipping in the strait. Two high-speed boats of the Ministry of Emergencies ensure the safe operation of the floating system using portable radio stations on the same communication channel as the Head of the marine operation. The operation to repair floating ice mooring buoys damaged by passing ships in ice conditions (daily monitoring of the state of the buoys when they are bypassed and inspected) is carried out on their own and by means (without involving a floating crane). To do this, use the floating system and its traction winches, powered by a powerful diesel generator installed on the floating system and an auxiliary tug that tows it to one, namely the closest to the damaged (submerged), floating ice mooring buoy and secures it to its upper reinforced Butt with the help of a mooring cable of its traction winch (setting on one dead suction armature). In this case, use a quick disconnect device - a verb - hook. Then the auxiliary tugboat follows to the location of the flooding of the floating ice mooring buoy and fastens the technological cable-conductor to a strong synthetic cable, tied from the damaged buoy to a plastic buoy, which indicates the place of flooding. A plastic buoy is placed at signs of flooding of the buoy during their daily walk around and inspection. On the floating system, the technological conductor connected to the synthetic cable with the same auxiliary tug is guided through the reinforced rosin block suspended on the transverse beam of the floating system, onto the winch and select this technological cable conductor together with the synthetic cable until it comes out of the water and approaches the floating system this damaged buoy, which is then attached to the side and the conductor and synthetic cable are removed from the canister.

The personnel of the floating system starts the mooring cable from the already used winch for two reinforced rosin units and transfers it using its slack to the auxiliary tug to fix it to the reinforced upper butt of the damaged floating ice mooring buoy using the rigging bracket. Then the buoy is lifted until its lower reinforced butt is completely out of the water, the holes from which water and damage are oozing are noted, and after draining the water from the auxiliary tugboat, they begin to repair it - weld seams and damage. After welding, the buoy is pressurized with compressed air, after which the repaired buoy is lowered into the water, and the floating system disconnects the mooring cables from the buoys and is towed to the base. The entire repair operation takes no more than 5 hours. Thus, it is not violated:

1. Beam supply schedule for installation

2. repair is possible at any time

3. significant funds are saved, since an expensive floating crane is not used (it may not be available at the right time), and there is efficiency in solving these problems.

The selected distance between the reference marks is 50 m and the height of the second rear mark on the temporary metal bridge support, at its center, not less than 5 m from the ground, is due to the need for a quick and accurate eye measurement of the position of the floating system relative to the axis of the bridge.

An experimental test showed that these sizes are OPTIMUM.

This provides a solution to the technical problem.

The claimed invention is illustrated by illustrations, where:

FIG. 1 Type of bridge span with a lifting unit over a towed floating system.

FIG. 2 Position diagram of the positioned floating system along the axis of the bridge using reference signs.

FIG. 3 Arrangement of elements of equipment for securing the floating system in the operating area of the beam installation ..

FIG. 4 Verb - hook - quick-release device in an open form.

FIG. 5 Also closed.

FIG. 6 View of a floating ice mooring buoy.

FIG. 7 Floating ice mooring buoy in a vertical section.

FIG. 8 Securing the mooring cable from the winch of the floating system for a floating ice mooring buoy.

FIG. 9 Elements for securing the metal beam of the bridge span.

FIG. 10 Moment of rearrangement of a dead suction armature without disconnecting a floating ice mooring buoy.

FIG. 11 View of the equipment during the repair of a floating ice mooring buoy using an auxiliary tugboat.

FIG. 12 Moment of connection of a mooring cable from a traction winch of a floating system with a floating ice mooring buoy using an auxiliary tugboat.

FIG. 13 Sentinels.

FIG. 14 Moment of lifting a metal beam with a lifting unit.

For the implementation of the proposed method, the mandatory development of the Regulation on the interaction of all port services responsible for the safety of navigation in the port and its approval (the text of the Regulation is shown) was required. This was dictated by the condition - to prevent temporary closures of the port (ship stops) and a change in the organization of shipping regulation, including traffic patterns (not shown), and the entire regulated system of management and operation of the trading port and the headquarters of the Navy, especially in winter. The inventive method is illustrated by the example of the experimental construction of the span structure of the cable-stayed bridge crossing over the navigable navigable Bosphorus East in the city of Vladivostok. The construction of the bridge crossing is carried out during the construction of its superstructure (object of claims) - pos. 1 (Fig. 1) over the sea channel for which the equipment listed below is used.

The span is made of single and double metal stiffness beams - pos. 2 (Fig. 1, 14), which has significant dimensions and mass - 12 × 26 × 3 single and 24 × 26 × 3 double beams (dimensions in meters). The weight of the beams is 180 and 360 tons, respectively. For transportation to the operating area of installation of this metal beam - 2 (Fig. 1), a towed transport ram (floating system) - 3, equipped with traction mooring winches - 4 (Fig. 1, 3) and arrangement on its deck for loading and subsequent transportation under installation of this beam - 2 (Fig. 1, 14).

To tow this educated floating system with a submerged beam that has significant windage, two tugboats are used at its ends, the head power of which is 5 1500 hp. and aft 6,300 hp (Fig. 1, 2). In this case, use a synthetic tow rope - 7 at the head tug - 5 with a length of 35 m, and a steel tow rope - 8 at the stern tug - 6 with a length of 15 m (Fig. 1, 2) and fix them to the bollards (specially designed for specific tows ), installed according to the diameter of the floating system - 3, of which the bow tow rope - 7 is fixed to the double-bollard bollard - 9, and the stern steel tow rope - 8 to the single-bollard bollard - 10 (Fig. 2). Used tugs have good maneuverability, have an ice class and screws in nozzles (not shown) to prevent damage to screws in ice conditions and winding mooring cables - 11 and towing cables - 7 and 8 (Figs. 2, 3, 8). For stationary fastening in the operating area of the installation of the towed floating system - 3 (Fig. 1, 2) use dead anchors - suction cups - 12 with a butt - 13 weighing 20 tons (Fig. 3), while for this they use a 100 ton Chernomorets floating crane -34 ”- 14 (Fig. 10), which works without recoil of its own anchors (not shown), only uses its propulsion devices (not shown), which contributes to the operational operation of the floating crane during the flow and to reduce the time when rearranging dead suction armature. Each dead suction armature - 12 is fastened with a lower reinforced butt - 15 (Fig. 3, 7, 10) of a floating ice mooring buoy - 16 (Fig. 3, 6, 7, 10, 11, 12) by means of a reinforced cable buoyr - 17 (Fig. 2, 3, 10), whose diameter is 36 mm., With a length of 45 m. (With a channel depth of 41 m.). Moreover, as the guards of the crossing point on both sides of the strait lengthen, to reinstall dead sucker anchors - 12 to new points, they also use a crane - 14 (Fig. 10) with a lifting capacity of 100 tons on a main (large) hook - 18 of 100 tons and 30 tons on the auxiliary (small) hook - 19. With a step-by-step separation of the dead suction armature - 12 (Fig. 3) from the ground, especially silty (layer up to 3 meters), the first use is 100 tons of hook-18, since the load reaches 65 tons according to the testimony of floating crane devices (after cases of breakage of double cable buoyreps 27 mm in diameter and loss of anchors, the rest of the buoyers were replaced by single, but 36 mm in diameter). With the help of his technological gutter - 20, which is fixed to the upper reinforced butt - 21 of the floating ice mooring buoy - 16, with a crane 14 they lift it together with the dead suction armature to the maximum height and intercept the load from the main to the auxiliary hook - 19, which is fixed to guzhon (loop) - 22, inserted in the middle part of the reinforced cable buoyrp - 17, connecting the dead suction armature - 12 with the lower reinforced butt - 15 of the floating ice mooring buoy - 16 (Figs. 3, 7, 8, 10). This is necessary because this floating crane - 14 can only lift the load to a height of 29 m from the surface of the water (at a channel depth of 41 m), and the use of the proposed guzhon allows you to quickly rearrange dead sucker-anchors to new points, especially when working on dumps - 23 pylons - 24 (Fig. - 2, 13) with depths less than 20 m, or take them onto the slipway deck (not shown) of the floating crane itself. Thimble - 25 mooring rope - 11 with a traction mooring winch - 4 (Fig. 3, 8) is connected using a lifting bracket - 26 with a top reinforced butt - 21 (Fig. 3, 7, 8) of each floating ice mooring buoy - 16 by quick disconnect devices - 27 (Fig. 5, 8) between them (hereinafter referred to as verb - hook). As a floating mooring buoy, a floating ice mooring buoy - 16 is used, the hull of which is durable, waterproof, elongated, the side surface of which has the form of a mating cylinder and a truncated cone. It itself is divided by a waterproof partition - 28 (Fig. 7) into two compartments, and through the entire body through its entire height, a power rod - 29 (Fig. 7) with the two mentioned reinforced butts - 15 is extended as a power internal connection. 21 (Figs. 3, 6, 7, 10), respectively, at its ends, while, for the lower butt - 15, a plumb - 30 is suspended on a short chain - 31 (Figs. 3, 10) to give the buoy a vertical position in the water. Moreover, each floating ice mooring buoy - 16 is used with a diameter of 1.1 m, a height of 4.2 m and a thickness of hull metal 10 mm, and a plumb line - 30 weighing 750-900 kg - is suspended from its lower butt - 15 on a short chain.

For quick connection and disconnection of a floating ice mooring buoy - 16 s with a mooring cable - 11 traction mooring winch - 4 floating systems - 3 (Fig. 3) use such a quick disconnect device - 27, (Fig. 4, 5), which is made in the form a verb - a hook made for a specific operation with dimensions of 35 × 15 × 3 cm, consisting of a base - 27, having a through oval hole - 32 for hanging using for example rigging, or a cargo bracket - 26 on a floating ice mooring buoy - 16 ( Fig. 7), as well as having through holes rstiya: one for pairing with a folding hook - 33, under the axis in the form of a finger - 34, and the second for a locking pin - 35 when fixing the folding hook - 33 in the groove - 36 in the upper part of the base of the verb - hook when it is locked in the working position ( Fig. 5). To tear off the metal beam of the bridge span - 2 from the floating system - 3 (Fig. 1, 2, 14) and lift it to the console of the span structure - 1 bridge transition for connection using electric welding, use the traditional lifting unit - 37 located at the end of the console - 1, which is put forward on the edge of the bridge span console using hydraulic jacks (not shown) after installing the next pair of cables - 38 (Fig. 14) and tightening them. Then, the lifting unit - 37 is anchored from its rear side (not shown), so as not to tip over when lifting the next beam, and begins to lower its traverses - 39 (Figs. 9, 14) using independent powerful winches (not shown) of its lifting unit. Lowering traverses - 39 have earrings - 40, suspended on cable suspensions - 41 for articulating them with butts - 42, which are mounted on a metal beam of rigidity - 2 bridge spans (Fig. 9). These earrings - 40 are connected to these butts with the help of 20 kilogram fingers (not shown). After the lifting and docking of the metal stiffener with the console span of the bridge - 1 lifting unit - 37 holds it for another 5-7 days. At this time, the procedure of complete welding of all necessary connecting joints along the entire perimeter of the connection of the beam - 2 and the console - 1 span is performed. For towing, securing to dead suction armature - 12 and positioning of the floating system - 3 (Fig. 2), two reference signs - 43 and 44 (two signs on each side of the strait) are used, which are installed exactly along the axis of the bridge - 45 (Fig. 2), the front of which (lower) - 43 is installed in front of the pylon - 24 at the water edge on the dump - 23 under the pylon, and the second - 44 - behind this pylon at a distance of at least 50 m from the temporary metal bridge support - 46 (Fig. 13) at a height of at least 5 m from the ground. The door signs are located so that when observing from the transported beam - 2 on the floating system - 3, the rear door sign - 44 (Fig. 13) is located slightly higher than the front sign, which is very important for accurate positioning, especially at night when red rot was used installed at the tops of the gate signs (the project did not provide for the export of beams at night). For the same operations in fog (with zero visibility), the captain’s experience of the Head and executor of all marine operations is used (know-how).

The inventive method is carried out when performing the following operations. The method and the process of implementation of its elements begin with loading a 360-ton metal double beam - 2 bridge spans welded from modules on the industrial base stock (at the construction site, not shown), a reloading unit (not shown) installed on the newly built berth (not shown), to the floating system - 3 - a reconstructed pontoon from under the crane with a reinforced deck and an arrangement installed on it - 47 (Fig. 14) for transporting heavy metal beams for installation in marine conditions. Previously for a week and again - for 2.5 days, in accordance with the Rules submit applications to the office of the captain of the port indicating the date and time, which is specified a day before the removal of the beam for installation. The position of the floating system - 3, moored for loading the beam at this berth, is determined by the Head of the marine operation, based on which side of the strait the beam should be transported (the bridge span was built on both sides of the strait to meet each other) and depending on the direction of the current moment. Also, it depended on the fact that a massive technological ladder (not shown) for access to the welders beam had to be located on the opposite side of the joined beam - 2, that is, always from the sea side. After loading this beam - 2 onto the floating system - 3 and compulsory coordination with the State Port Control Inspectorate (IGPC) and the permission of the Ship Traffic Control Center (VCC), they begin towing this floating system into the operating area for installation. It is also compulsory for them to know which side of the strait the beam is brought in (depended on the current direction of the current). Towing is carried out by two tugboats (Fig. 2): the head tug - 5 delivers a synthetic towing cable and fastens it independently to the twin-bollard - 9, mounted on the floating system - 3 by its diameter in the bow of the floating system, the second small tug - 6 secures its own steel tow cable for one-bollard bollard - 10, installed from the end along the diameter of the floating system - 3 in its aft. Using a short stern steel tow rope, a small tug prevents the head tug from tipping over already moored ropes with significant lapels during maneuvering and stalling during flow due to low speed. When towing, both tugboats operate in the opposite direction from each other. The stern tug, working on itself (in forward gear), provides the head tug with good controllability and prevents the floating of the floating system on the head tug. Head tug always has the ability to add speed to the engine to prevent stalling at low speed due to current and wind. The third auxiliary tug - 48 helps in maneuvers, suspends quick-disconnect devices - verb - hooks - 27 (Fig. 5, 8, 12) in advance on floating ice mooring buoys - 16 using, for example, rigging or cargo brackets - 26, and makes connection and disconnection mooring cables with floating ice mooring buoys - 16. The verb - hook - 27 is a quick-disconnect device, in which the folding hook - 33 after connecting to the mooring cable of the traction winch of the floating system is closed in the groove - 36 of the verb - hook itself and is stopped by the check - 35 (Fig. 4, 5). The auxiliary tug - 48 also carries out all auxiliary operations for the delivery of personnel and materials to the construction site and assists in auxiliary operations, including positioning, when strong winds, waves and current have a significant impact on the accuracy of positioning. The floating system is towed at low speed to the operating area, limited by four floating ice mooring buoys - 16, and, deployed in front of the entrance with the help of a maneuverable aft tug - 6, they are continuously moving upstream (adjusted for drift) in the middle of the operating area. Auxiliary tug - 48 proceeds with the importation and securing of mooring ropes - 11 for the verb - hooks - 27, suspended in advance on floating ice mooring buoys - 16. This operation is performed as follows: the auxiliary tug takes 3 people on board (in bad weather, at night, or in the fog, to ensure safety, an assistant operations manager is added), they gain a sufficient length of a mooring cable - 11 on board and fix it with a stopper (not shown) with a normal verb - hook on the stern arch of the tugboat, leaving 20 m of cable from the weak to fix it (not shown), then 2 people, standing on the tank behind the bulwark (not shown), pull the upper part of the floating ice mooring buoy with a metal hook and securely fasten this cable for a quick-detachable verb in 1.5 minutes - a hook suspended in advance on this buoy. Depending on weather conditions, mooring cables are served on the 1st and 4th buoys (at the entrance to the operating area), and then on the 2nd and 3rd, or for the 1st, or for the 4th and in a circle to either the other side. In another variant of docking, the small stern tug - 6 becomes the main tug, and the head tug - 5 helps him keep the floating system - 3 against the current, preventing it from falling off. At the end of the installation of the floating system on the dead sucker-anchors - 12 head tug is released. In bad weather, it lies in the drift, as providing. In fine weather, the boat system is serviced by two small tugboats, including towing to the base. The next positioning operation is quite complex and time-consuming. In time in the experimental test, it took up to 1.5 hours from the entire operation, especially in difficult weather conditions. The use of the target signs - 43, 44 (Fig. 13), installed instead of GPS, which under these conditions could not ensure the accuracy of positioning, allows using mooring cables - 11 of the floating system to bring it under the traverse of the lifting unit and to accurately hold it on the alignments. But this is still not enough, since the floating system - 3, even being on the alignments, which was not easy to achieve due to the influence of the current and wind that do not coincide with the diameter of the floating system (not indicated), should still be exactly perpendicular to the axis of the bridge - 45 of the bridge. That is, its central axial line (the longitudinal axis is not shown) should be, by centering the floating system by means of traction winches - 4, also in alignment with the target signs. In case of gusts of wind above 10 m, during the experimental test, traverses - 39 deviated from the axis of the bridge by 5-10 degrees and ceased to be parallel to the line of location of the butt - 42 beams - 3 for capture, and when moving fragments of ice fields and bulk them to the mooring cable - 11, geometry (dead anchor - buoyrep - buoy - mooring cable-floating system) changed. In this regard, the situation is constantly monitored and corrected with the help of small tugs, especially when one of the 8 earrings of the traverse of the lifting unit, already being connected to the butt - 42 beams - 2, unfolds the entire traverse, which is dangerous for the lifting unit. The head of maritime operations, being on the surface of the beam (Fig. 2) and visually monitoring and evaluating the whole situation (cable tension, ice removal, passing ships and the position of the floating system perpendicular to the axis of the bridge), as well as during partial removal of the load from the floating system for a short rise beams parallel to the traverse of the lifting unit of the longitudinal line installed on the beam - 2 butts - 42, or to the sides of the console - 1 bridge span, using portable radio stations sends corrective commands according to avsystem - 3, small tug - 6 and auxiliary tug - 48 (if the current is in effect and ice is being removed) by the order of their actions. Deviation of the floating system from the vertical (control along the line of cables of traverses lowered and fixed for the butt beam) of the hoist of the lifting unit installed at the tip of the bridge span console 70 meters from the sea surface is not allowed more than 0.35 m. When the floating system - 3 and traverses - 39 centered on the axis of the bridge (with the connected earrings of the beam and the butt of the metal beam), incl. and after partial removal of the load from the floating system, the Head of the operation gives a signal about the beginning of the beam lifting and, together with the technical staff, descends to equip the floating system under the beam, so that during the slow and smooth lifting, to adjust the tension of the mooring cables so as not to damage the beam during the beam separation - 2 from the floating system. Moreover, the Supervisor monitors and regulates the position of the floating system relative to the guidance signs and landmarks when positioning from the four supports of the floating system during the period from the beginning of a slow lift to the beam separation (15-20 minutes). After the beam is torn off from the 4 supports of the arrangement - 47 of the floating system - 3 and lifting it by 1 m, the floating system is sharply shifted from under the beam with the help of traction winches of the floating system and begin to shoot it from the dead suction armature. The order of return of its mooring cables - 11 is set depending on the direction of the current at the moment. In contrast to the prototype, now it is no longer necessary to bring the floating system to each floating ice mooring buoy. The supervisor instructs the auxiliary tugboat - 48 to begin to bypass those mooring buoys - 16, which are located downstream and to knock out the locking pin - 35 at the quick-detachable verb hook - 27 hung on them, and to the winners - to choose the mooring cable - 11. Then, the tugboat proceeds to buoys that are located upstream and in turn similarly disconnects their mooring cables. The time for disconnecting with each buoy was no more than 1 minute, it was only necessary to knock out the stopper pin - 35 from its verb - hook - 27. Having given information to the central control center and the IGPK (State Port Control Inspection hereinafter - Port Control), the floating system is towed by two small tugboats to the base, boats of the Ministry of Emergency Situations (not shown) that ensure safety end their duty after escorting it to the base.

The successful management of the entire general pilot operation of the construction of the superstructure, its clear organization for the removal of the beam for installation and control over the accurate performance of all operations was made possible thanks to the development of the Regulation on the interaction of all services responsible for the safety of navigation in the port of Vladivostok and strict adherence to the procedures set forth in it, as the organizational element of the proposed method turned out to be the most optimal, which is confirmed by the practice of a pilot plant.

Moreover, the method of managing the operation precisely from the control panel (not shown) on the surface of an extensive metal beam - 2 (just like a captain’s bridge), which opens up a good overview and the ability to control the environment and timely response to any changes in the situation that arise during the operation, was the only one effective option.

The head of maritime operations uses two portable radios (not shown), one of which works on the call channel - 67 to communicate with the digital navigation center, the IGPK, passing ships to interact with them and participate in the safe navigation process on the fairway, as well as urgent or emergency calls in accordance with the Mandatory Resolutions of the Harbor Master at the port of Vladivostok, including the exchange of current information about the wind, visibility, excitement, requesting production information and assistance of interest. The second radio station uses the 13th channel allocated for the construction of the bridge. It communicates with 3 tugboats, 2 winches, two boats of the Ministry of Emergencies, with dispatchers of USK MOST OJSC (general contractor) and other construction participants. Communication with the construction management and units for the export of beams for installation was carried out by mobile phone. At the same time, the tugboats involved in the operation, at the request of the Operations Manager, report data both from visual observations of the situation surrounding them, which affects their actions, and from their electronic navigation devices, which the manager uses for analysis and decision making.

Towing a floating system with a beam for installation, securing it to mooring buoys and positioning in fog, with zero visibility, is know-how and is not an object of claims.

The inventive method includes, as a necessary element, the relocation of dead anchors - 12 as the consoles lengthen the bridge span, which is as follows: floating crane - 14 (Fig. 10) fits close to the floating ice mooring buoy - 16 and, holding in place, using its propulsors (not shown), with the help of a sub-rail - 20 (Fig. 10), connected to the upper reinforced butt of a floating ice mooring buoy - 16 using a cargo bracket (not shown) with a load of 70 tons, it takes a dead suction armature - 12 on a large 100 ton hook - 18 and at the same time begins a step-by-step method of separation from silty soil and the rise of this dead suction armature, including a plumb line - 30, suspended by a lower reinforced butt - 15 of a floating ice mooring buoy - 16 using a short chain - 31. In this case, from due to the current, the floating crane needs to be precisely held in place so that the force when breaking off the dead anchor is strictly transmitted vertically along the line of the crane's arrow (top of the arrow) - buoy - buoyrep - dead anchor-suction cup. Then, a floating crane with a suspended buoy - 16 together with its lower reinforced butt but attached to it - 15 plumb - 30 and this suction armature on a reinforced cable buoyer - 17 is moved to a given point where the dead suction armature is laid and laid. When transferring dead anchors installed closer to the pylon islands - 24 (under the bridge supports), where the depths are up to 17 meters, and when removing them from the fairway, the relocation is carried out using 2 hooks of a floating crane and a gujon - 22 reinforced cable buoyrp - 17 (Fig. 3) to intercept the load on its small 30 ton hook, which, as shown by an experimental test, reduced the time for this operation by an order of magnitude and significantly reduced cash costs.

When performing a repair operation that is carried out on their own (without involving a floating crane), discovered during the daily monitoring of damaged floating ice mooring buoys - 16 passing ships in ice conditions, use the following equipment: in advance to the upper reinforced butt - 21 damaged sunken buoys - 16 ( Fig. 3, 6, 7) is fixed, using an auxiliary tug, a durable synthetic cable of 35 mm. in diameter and 10 m longer than the fairway depth (not shown) with a tied plastic buoy 40 cm in diameter (not shown), which would indicate the position of the buoy when it is flooded. The floating system - 3 (Fig. 3, 8, 11) is towed by an auxiliary tug - 48 (Fig. 11, 12) to one, namely the closest to the damaged submerged, floating ice mooring buoy and is fixed to its upper reinforced butt - 21, using the verb - hook - 27, thimble - 25 mooring rope - 11 of its traction winch - 4. Then, this auxiliary tug takes on board the technological cable conductor from the floating system, which is pre-wound with the other end for one rosinoblock - 49, suspended on the transverse beam - 50 arrangement floating systems - 47 and laid on a turret of a drum (not shown) of a mooring traction winch - 4 (Fig. 11). This technological conductor with its free end is connected to a synthetic cable of a plastic buoy, which is then disconnected, and they begin to select this technological conductor with a traction winch - 4 until the synthetic cable (for which a plastic buoy is attached) passes through the can block and wrap it on the drum (not shown) of the drum winches.

After disconnecting the process conductor, the winch continues to select this synthetic cable, connected, in turn, with a flooded buoy until its upper reinforced butt - 21 on the surface of the water. At this time, the mooring cable - 11 is pitted, on which the floating system - 3 is fixed, and the auxiliary tug, if necessary, helps bring the floating system close to the damaged buoy. The personnel of the floating system using an ordinary steel sling (not shown) fastens the damaged buoy at its side in this position, then the synthetic rope is removed from the drum turret (not shown), and the auxiliary tug - 48 imports the mooring rope - 11 from the same winch - 4, which previously start already for two reinforced rosin blocks - 49 floating systems (Fig. 11) and fasten it with a lifting bracket (not shown) to the upper reinforced butt - 21 floating ice mooring buoy - 16. Next, the buoy is lifted by a winch until the lower reinforced butt is completely out of the water - 15 data first buoy. In the process of lifting, places of water leaks from the damaged buoy and places of other damage are revealed. From the auxiliary tug, they begin to repair the damage, perform hull-welding work, in accordance with generally accepted technology. The quality of performance is checked by endurance of the standard test time at the corresponding pressure of compressed air in the buoy body. The necessary electricity and equipment for work and testing are provided by the floating system and auxiliary tug. The weight of a floating ice mooring buoy with water is 4.5 tons, and empty is about 2.0 tons.

After repair, the repaired floating ice mooring buoy is lowered into the water, disconnected from the floating system - 3, and it is removed from the dead anchor - 12 and towed by an auxiliary tug - 48 to the base. Money savings from the refusal to use the floating crane amounted to about 700 thousand rubles for each repair of the buoy, taking into account the use of the floating crane from the nearest adjacent port (Slavyanka).

Claims (11)

1. A method of constructing a span structure for a cable-stayed bridge crossing over the navigable strait, including operations for setting dead sucker-anchors in the operating area for mounting the bridge span at the design points of the installation; towing to this operational area of installation of the span of the bridge of the transport bridge equipped with traction mooring winches and devices on its deck and in the hold, intended for loading and subsequent transportation for installation of the metal stiffness beam of the bridge span, which has significant weight, towing this plate with the submerged onto it the specified beam, and towing formed this floating massive system with significant windage, produce two tugs; securing the indicated floating system in the operating area of installation by placing it on the installed dead suction armature, in which this floating system is promoted and placed in the operating area of installation of floating mooring buoys, each attached to this dead suction armature and equipped each with internal power communication, as well as perform both positioning and securing, using an auxiliary tug, the thimble of the mooring cable of each traction mooring winch of the floating system for the upper part of the said power inner light ides of each floating mooring buoy, and then the floating system is also positioned by means of auxiliary tugs and mooring cables of its traction mooring winches, powered by a powerful diesel generator of the floating system, while the longitudinal axis of the metal beam is combined with the axis of the bridge, this position is adjusted if necessary; the combination at this positioning of the hoists of the hoisting unit of the lifting unit when lowering them with the eyes attached to the metal beam, for their articulation with massive metal fingers, necessary for the exact location of the beam immersed on the floating system under the lifting unit installed on the bridge span console, in which the earrings are lowered the traverse of the lifting unit are located exactly above these beam butts to articulate the earrings with them by means of the aforementioned massive metal fingers, and neigh floating system at this position is performed by means of its traction mooring winches and with the start of the slow recovery of the metal girders is carried out the regulation of the tension of the mooring ropes; with a uniform detachment of the metal beam from the four support points and its raising, the floating system is shifted by means of its traction mooring winches from under the beam and begin to shoot it from the dead suction armature and then transported to the base; at the same time, the operations manager transmits by radio communication information on all actions, results and forthcoming priority to the Center for the management of ship traffic in the port water area and all interested port services, and the safe operation of the floating system is provided by the Ministry of Emergencies control and observation boats; the operation of shooting the floating system from the dead sucker anchors is performed by alternately disconnecting the mooring cables of its traction mooring winches with floating mooring buoys, and the priority of the delivery of the mooring cables themselves is established taking into account the current direction, at the same time, as the metal beam elongates during the construction of the consoles bridge span, rearrange the dead suction armature to new points, at which the floating crane is brought close to the raised dead suction armature, hold its position b Without releasing the anchors of the floating crane by means of its propulsors, then using a sub-rail they hang it on the large cargo hook of the floating crane and begin to tear off the dead suction armature from the ground by a step-by-step method, then the floating crane with the dead armature suspended will move and install the dead suction armature to a new point; characterized in that they additionally perform the repair operation of the damaged when using a floating mooring buoy, each of which is used in the form of an ice class floating mooring buoy, the state of each of which is monitored daily, and when a floating ice mooring buoy is detected, which begins to sink due to an emergency water inward, a durable synthetic cable is tied to it using an auxiliary tug, exceeding the channel depth in length, plastic is tied to the cable th buoy to indicate the location of the damaged floating ice mooring buoy, and when they begin to repair this mooring buoy, the floating system is towed by an auxiliary tug to one, namely the closest to the damaged floating ice mooring buoy, and secured to its upper reinforced butt by means of a quick disconnect device, the throat a mooring cable of one of its traction mooring winches, then, passing the technological cable-conductor through the rosin-block, which is suspended on the transverse beam threads, with the same auxiliary tug, connect it to the given synthetic cable of the damaged floating ice mooring buoy, then they begin to select this technological cable-conductor together with the synthetic cable until they approach the board of the damaged floating ice mooring buoy in the water, the auxiliary tug draws on board the mooring slack cable of the traction mooring winch of the floating system and securing its thimble to the upper reinforced butt of the damaged mooring buoy by means of the rigging brackets s, and this mooring cable of the mooring winch is guided by two reinforced rosin blocks suspended on the transverse beam of the floating system, and they begin to lift the damaged ice mooring buoy by the mooring winch until the lower butt from the water, made reinforced, and disconnecting at the same time a synthetic cable and a technological conductor, then proceed to repair its damaged hull from the side of the auxiliary tug; wherein each of the installed dead suction anchors is used fastened by means of a reinforced cable buoyr using a load bracket with a lower reinforced butt of each floating ice mooring buoy, and the reinforced cable buoyer of a dead suction sucker is carried out with a gujon in its middle part, which is used at shallow depths fairway when rearranging dead sucker-anchors or when lifting them onto a slipway deck floating crane during cleaning and transportation; Towing the floating system in this operating area of installation is carried out by two tugs in such a way that one of them is used more powerful, which tows it by the front end, being the head, and the other, being the stern, acts as a thruster when maneuvering, for which the floating system diameters are installed on the ends of the bollards, on which towing cables are fed and attached by towing tows, made in the form of a long synthetic cable for the head tug mounted on a two-pillar bollard in the bow lavasystems, and a short steel one-pedestal bollard in its aft part, which are installed according to the diameter of the floating system, while tugboats operate only in forward direction, but each in the opposite direction and at different speeds, when, turning against the current, they tow the floating system at low speed along the center of the operational area; the operation of fixing the floating system in the operating area of the installation is carried out by connecting the thimble of each mooring cable of its traction mooring winch with the upper reinforced butt of each floating ice mooring buoy by means of the aforementioned quick disconnect device between them, and a floating mooring buoy of such ice class, the hull of which is used as a mooring buoy perform durable and waterproof, elongated, the side surface of which has the form of a mating cylinder and a truncated cone, he himself divided by a transverse waterproof partition into two compartments, and through the entire body through its entire height, a power rod is extended as a power internal connection, with reinforced Butt ends respectively at its ends, while a plumb line is suspended from a lower reinforced Butt on a short chain, and this quick disconnect device is suspended in advance on each floating ice mooring buoy using rigging brackets to accelerate the operation of fixing and disconnecting; towing and securing the floating system to the dead sucker anchors during its positioning is performed using two reference signs installed along the axis of the bridge, the front of which is installed in front of the pylon at the water edge, and the second sign behind the pylon at a distance of at least 50 m from temporary metal support of the bridge along its central part at a height of not less than 5 m from the ground, and at night time on red signs turn on red lights; The positioning control of the floating system in the operating area of the installation is also carried out using the target signs and red lights, which are installed on the top of the target signs, and they are used for positioning at night if necessary, while the vertical structures of the most temporary metal support are also used as these landmarks bridge, and this control and regulation of the position of the floating system relative to the reference signs and landmarks is carried out in the period from the beginning of positioning before separation of the metal beams from floating system arrangement; moreover, when the load is partially removed from the floating system by the beam lifting method, the visual method is used to control the floating system by precisely matching the location of the sides of the lowered traverses and the sides of the bridge span consoles; the operation of surveying the floating system from each of the dead sucker anchors is performed by circumventing each of their floating ice mooring buoys with an auxiliary tug, starting to bypass the first floating ice mooring buoys that are located downstream, while opening quick-disconnect devices installed on their upper reinforced butts; The operation of rearranging the dead suction armature is carried out in such a way that, using a technological sub-railing, connect it to the upper reinforced butt of a floating ice mooring buoy with a cargo bracket, take it to a large cargo hook of a floating crane and begin to tear it off the ground by a step-by-step method and raise this floating ice mooring buoy together with a plumb bob attached to its lower reinforced butt and a dead suction armature on a reinforced cable buirpe, moreover, when transferring the dead suction armature mounted on shallow depths, and when harvesting them in this case from the fairway, the relocation is performed using two hooks of the floating crane and the said guzhon, inserted into the middle part of the reinforced cable buoyrp, to be able to intercept the load on the small hook of the floating crane; marine operations are controlled from the control panel located on the surface immersed in the beam system of the beam, equipped with radio communications and surveillance, using radio communications data from the Ship Traffic Control Center and data from tugboats involved in the operation taken from their electronic navigation devices, which the operations manager uses to analyze and make decisions. 2. The method according to p. 1, characterized in that ice conditions use ice-class tugs equipped with propellers in the nozzles, by means of which ice is broken around the ice mooring buoys and floating system, control their vertical position on the water surface, pierce the fairway. 3. The method according to p. 1, characterized in that the dead suction armature is used with a mass of 20 tons, each of which is fastened with such a reinforced cable buoyer, whose diameter is 36 mm, with a length of 45 m with a fairway depth of 41 m, and at depths of this fairway up to 17 m use gujon in the middle of this cable buoyrp. 4. The method according to p. 1, characterized in that the floating crane is used with a lifting capacity of 100 tons of large hook and 30 tons of small hook. 5. The method according to p. 1, characterized in that the metal stiffness beam of the cable-stayed bridge span is made in the form of a welded structure with dimensions of 12 × 26 × 3 m for a single beam and 24 × 26 × 3 m for a double beam, the weight of which is 180- 360 t respectively 6. The method according to p. 1, characterized in that the towing is carried out by tugs, the head of which is 1,500 hp, and the stern is 300 hp, while the tow rope of the head tug is 35 m long, and the stern 15 m long 7. The method according to p. 1, characterized in that each floating ice mooring buoy is used with a diameter of 1.11 m, a height of 4.2 m and a hull thickness of up to 10 mm, and a plumb weight of up to 750-900 is suspended from its lower reinforced butt. kg 8. The method according to p. 1, characterized in that the quick-release device is used in the form of a verb hook made for a specific operation with a locking pin. 9. The method according to p. 1, characterized in that the lifting unit used for lifting metal beams contains two 26-ton traverses with 8 earrings weighing up to 700 kg each, which are combined with 8 eyes attached to the beam to be lifted, their articulation through massive metal 20-pound fingers with a millimeter gap when they are articulated. 10. The method according to p. 1, characterized in that the repair of the damaged ice mooring buoy is carried out with the used attached synthetic cable, made 10 meters longer than the depth of the fairway, as well as the used reinforced rosin blocks, while the total weight of the damaged floating ice a mooring buoy with water penetrating into it is up to 4.5 tons, empty about 2 tons. 11. The method according to p. 1, characterized in that as a means of radio communication using two portable radios.

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